EP1949196B1 - Method and system for limiting an aircraft control surface steering angle - Google Patents

Method and system for limiting an aircraft control surface steering angle Download PDF

Info

Publication number
EP1949196B1
EP1949196B1 EP06820327A EP06820327A EP1949196B1 EP 1949196 B1 EP1949196 B1 EP 1949196B1 EP 06820327 A EP06820327 A EP 06820327A EP 06820327 A EP06820327 A EP 06820327A EP 1949196 B1 EP1949196 B1 EP 1949196B1
Authority
EP
European Patent Office
Prior art keywords
aircraft
steering angle
steering
maximum
control surface
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
Application number
EP06820327A
Other languages
German (de)
French (fr)
Other versions
EP1949196A2 (en
Inventor
Didier Averseng
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Operations SAS
Original Assignee
Airbus Operations SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Airbus Operations SAS filed Critical Airbus Operations SAS
Publication of EP1949196A2 publication Critical patent/EP1949196A2/en
Application granted granted Critical
Publication of EP1949196B1 publication Critical patent/EP1949196B1/en
Not-in-force legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/0055—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot with safety arrangements
    • G05D1/0066—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot with safety arrangements for limitation of acceleration or stress

Definitions

  • the invention relates to a method for limiting the steering angle of the rudder of an aircraft in certain flight conditions, in particular when the aircraft is skidding and a deflection of its rudder is controlled with a maximum deflection.
  • the invention also relates to a system for implementing this method.
  • the invention has applications in the field of aeronautics and, in particular, in the field of controlling the rudder of an aircraft.
  • EP0488428 represents a conventional method and system for limiting a steering angle of the control surface of an aircraft.
  • the rudder is a movable flap mounted in the drift of the aircraft and maneuvered from the cockpit to change the direction of the aircraft.
  • Drift is a relatively large area of the aircraft whose essential role is to provide road stability to the aircraft. The drift is able to withstand efforts that can be relatively important. However, these efforts must not exceed a certain load which would cause the breakage of the drift. These efforts depend on the flight conditions of the aircraft and, in particular, on the speed of the aircraft. Also, to limit these efforts on the drift, there is a system, installed on most aircraft, to limit the deflection of the rudder in certain flight conditions, that is to say to limit the authorized clearance of the aircraft. governs.
  • the rudder Under normal flight conditions of an aircraft, the rudder is used for landing, for aligning the aircraft with the runway, and for taxiing the aircraft. In both cases, the aircraft is at low speed. The allowed steering angle of the rudder can therefore be high.
  • the rudder can be used to compensate for the dissymmetry that occurs at the time of loss of efficiency of an engine. Indeed, when an engine stops working, the aircraft starts to skid and sails sideways, that is to say that the aircraft is no longer in the flight axis. It is then necessary to act on the rudder to bring the aircraft in this flight axis. In these circumstances, it is important that the allowed clearance of the rudder is high enough to allow this recovery of the aircraft.
  • the conventional system of steering angle limitation is provided so that the pilot can compensate for the effects of such engine failure.
  • the conventional limitation is calculated so as to give the pilot sufficient authority to compensate for an asymmetry generated by an engine failure.
  • the forces carried by the drift can then reach and even exceed the limits imposed by the construction itself of the aircraft. In the most serious cases, the drift can break under the effect of forces, or constraints, and cause the crash of the aircraft.
  • the invention proposes a method and a system for increasing the safety of the aircraft by preventing this type of maneuvers, that is to say a succession of deflections of the rudder, in opposite directions, at maximum steering angles.
  • the method and system of the invention provide a limitation of the allowed steering angle of the rudder, under certain flight conditions.
  • the invention proposes to reduce the steering control authority offered to the pilot to limit the forces on the drift when the aircraft is skidding and that steering of the rudder is controlled in the direction opposite up to the maximum allowed angle.
  • a method and system for rapidly reducing the steering angle allowed for steering, when the aircraft is in a skid configuration and a steering at a maximum angle is controlled in the opposite direction to the position steering, that is to say at the position in which the rudder is located during skidding.
  • This configuration will be called later critical configuration.
  • the allowed steering angle is the maximum deflection that can be experienced by the rudder in response to steering control. This angle is delimited by two stops located on both sides of the rudder. The position of these stops is imposed by a device called RTLU (Rudder Travel Limitation Unit, in English terms).
  • the invention therefore requires the detection of a critical configuration with the detection of a skid of the aircraft, the detection of the maximum value of the RTLU, namely the value of the maximum allowed steering angle and the detection of the value of the current steering angle corresponding to the current position of the rudder.
  • the skid information of the aircraft is not information available on most aircraft.
  • the method of the invention consists in detecting that the aircraft is skidding, with one of the modes described above, and that the rudder has reached its maximum deflection and has changed direction. Once these two facts have been detected, the method of the invention considers that, by default, the aircraft is in a critical configuration and that there is a possible risk of exceeding the limit loads. The method of the invention then consists in reducing the maximum allowed clearance of the rudder to ensure that the forces on the rudder can not exceed the limit load for which the aircraft has been dimensioned. In this way, it reduces the authority of the pilot on the rudder and increases the safety of the aircraft.
  • It also comprises an electronic circuit for detecting a critical configuration and determining the limit value of the deflection of the rudder, as well as communication buses which provide the connection between the different computers of the aircraft and the detection circuit for providing, to said circuit , the data, taken from the computers, necessary for the detection of the critical configuration.
  • FIG 2 an example of the system of the invention is shown with an electronic circuit enabling the detection of a critical configuration and the limitation of the steering angle of the rudder.
  • This circuit implements the first embodiment of the invention, in which the skidding of the aircraft is deduced from the application of two successive steering commands with maximum deflection, in one direction and then in the other direction. One of these senses is called the first sense, the other sense is called the second sense.
  • the circuit of the figure 2 thus makes it possible to detect two successive steering commands, in opposite directions, up to the stop. For this, this circuit receives, at an input E1, the position of the abutment of the rudder, that is to say the value of the maximum allowed steering angle for the flight speed of the aircraft.
  • This value is provided by the RTLU unit 1, for example in an analog form. It is then converted into digital data by a demodulator D1 before being introduced into the circuit of the invention.
  • the circuit receives, at an input E2, the value dr of the position current of the rudder, that is to say the value of the angle between the actual position of the rudder and the rest position of said rudder. actual position in which the rudder is located at the instant of calculates otherwise the steering angle of the rudder.
  • This value is supplied via a communication bus B2 of the ARINC 429 type, by a computer 2 managing the position of the control surface, for example a data acquisition concentrator SDAC (System Data Acquisition Concentrator).
  • the circuit receives, at its input E3, the speed information of the aircraft. This information is provided via a bus B3 by calculators 3 managing the speed of the aircraft, for example ADC (Air Data Computer) or ADIRU computers.
  • This circuit provides a comparison between the value of the RTLU and the value dr of the current position of the rudder. These two values are values expressed in degrees. This comparison is carried out by the doublet detection circuit 4, shown in detail on FIG. figure 1 .
  • FIG 1 shows an example of a logic circuit ensuring the detection of a doublet, that is to say the detection of two successive orders of steering of the rudder with maximum deflections and opposite directions.
  • This circuit 4 for detecting a doublet comprises a first detection channel 41 and a second detection channel 42. These two detection channels 41 and 42 are connected to a logic AND gate 43.
  • the first channel 41 comprises an AND gate 413 which takes the value 1 when the steering direction dr of the rudder is positive (input 411 of the circuit 4) and the absolute value of the steering dr is greater than or equal to the value of the RTLU ( input 412 of circuit 4).
  • This channel 41 comprises a retarder 414 which applies a certain delay to the logic value obtained at the output of the AND gate 413. This delay corresponds at least to the time observed between the steering control of the control surface and the reaction of the control surface. that is, the change of position of the rudder. This delay is of the order of 5 to 6 seconds.
  • the channel 41 further comprises a flip-flop 415 which receives, on the one hand, the logic value directly from the AND gate and, on the other hand, the logic value coming from the retarder 414.
  • This flip-flop 415 makes it possible to lock the logic value 1 or 0 received from the AND gate 413.
  • the channel 41 of the circuit thus retains the logic value obtained at the output of the first AND gate 413 during this time of 5 to 6 seconds to ensure that the rudder has had time to react to the steering order.
  • Lane 41 thus detects the existence of steering with a maximum angle and a first direction.
  • the second channel 42 of the doublet detecting circuit 4 comprises an AND gate 423 which takes the value 1 when the steering direction dr of the rudder is negative (input 421 of the circuit 4) and the absolute value of the steering dr is greater than or equal to the value of the RTLU (input 422 of circuit 4).
  • This channel 42 comprises a retarder 424 which applies to the logic value obtained at the output of the AND gate 423 the same delay as the delay device 414.
  • the channel 42 also comprises a flip-flop 425 which makes it possible to lock the logic value 1 or 0 received from the AND gate 423.
  • the channel 42 of the circuit thus retains the logic value obtained at the output of the first AND gate 423 for a period of 5 to 6 seconds to ensure that the rudder has had time to react to the order of robbery.
  • the channel 42 thus detects the existence of a steering with a maximum angle and a second direction.
  • Each of the channels 41 and 42 is connected to the output at the AND logic gate 43.
  • the AND gate 43 receives a logic value 1 on each of its inputs, this means that two steering commands in opposite directions and with maximum angles have have been detected.
  • a logic value 1 is emitted at the output of the doublet detection circuit 4.
  • a logic value 0 is emitted at the output of the circuit 4.
  • the figure 2 has just been described considering that the value of the RTLU is an angular value supplied directly by the unit RTLU 1.
  • the stop of the rudder is achieved by means of a cylinder, mechanical type . Consequently, the information provided by the RTLU unit 1 is a metric value, for example expressed in millimeters.
  • the circuit of the figure 2 therefore includes elements for converting metric values to angular values, in particular an element 6 for converting millimeters to degrees.
  • the limitation of the steering angle Permitted is an extension in millimeters of the cylinder: the longer the cylinder is extended, the smaller the permitted steering angle.
  • the critical configuration is detected by comparing turning angles of the rudder.
  • FIG 3 there is shown an example of a circuit for detecting a critical configuration by comparing the current position of the rudder and the control of the position of the RTLU. In other words, with this circuit, we do not wait for the RTLU to be in place. We use directly the command of the RTLU.
  • the detection circuit of the doublet 4 thus receives as input the value dr of the position of the control surface and the value of the command of the RTLU supplied by the control circuit of the stop 5.
  • the aircraft is skidding from the moment there is a non-zero value of its lateral acceleration.
  • An example of a circuit making it possible to implement this embodiment is represented on the figure 4 .
  • This circuit of the figure 4 is identical to that of the figure 2 , except for certain data received at the input of the circuit and the circuit for detecting a doublet. More precisely, in this embodiment, the circuit comprises an input E10 receiving the value Ny of the lateral acceleration of the aircraft. This value Ny is provided by a computer 10 via the bus B2.
  • the detection circuit of a doublet 4 comprises a first channel which checks whether Ny is non-zero and whether the rudder is in a first direction and a second way which verifies the existence of a deflection of the governs in the second direction with a maximum deflection. If the logical values of the two channels are at 1, then it is considered that the aircraft is in a critical configuration.
  • the system of the invention can be implanted in a flight control computer of the aircraft, by example the FLC (Field Limitation Computer).
  • This FLC calculator has the advantage of ensuring in particular the determination and control of the RTLU; he therefore necessarily knows the value of the RTLU.

Abstract

The disclosed embodiments concerns a process for limiting the control surface steering angle of an aircraft, including operations to: determine the maximum permissible steering angle in function of the speed of the aircraft, detect a yaw configuration of the aircraft following a first order for control surface deflection at a maximum steering angle and a first direction, apply a limit to the maximum permissible steering angle. The disclosed embodiments also concern a system for implementing the process.

Description

Domaine de l'inventionField of the invention

L'invention concerne un procédé pour limiter l'angle de braquage de la gouverne d'un aéronef dans certaines conditions de vol, notamment lorsque l'aéronef est en dérapage et qu'un braquage de sa gouverne est commandé avec un débattement maximum. L'invention concerne également un système pour mettre en oeuvre ce procédé.The invention relates to a method for limiting the steering angle of the rudder of an aircraft in certain flight conditions, in particular when the aircraft is skidding and a deflection of its rudder is controlled with a maximum deflection. The invention also relates to a system for implementing this method.

L'invention trouve des applications dans le domaine de l'aéronautique et, en particulier, dans le domaine de la commande de la gouverne d'un aéronef.The invention has applications in the field of aeronautics and, in particular, in the field of controlling the rudder of an aircraft.

Etat de la techniqueState of the art

Le document EP0488428 représente un procédé et un système conventionnels de limitation d'un angle de braquage de la gouverne d'un aéronef.The document EP0488428 represents a conventional method and system for limiting a steering angle of the control surface of an aircraft.

Dans un aéronef, la gouverne de direction est un volet mobile monté dans la dérive de l'aéronef et manoeuvré depuis le poste de pilotage pour modifier la direction de l'aéronef. La dérive constitue une surface relativement importante de l'aéronef dont le rôle essentiel est d'assurer une stabilité de route à l'aéronef. La dérive est apte à supporter des efforts qui peuvent être relativement importants. Toutefois, ces efforts ne doivent pas dépasser une certaine charge qui entraînerait la rupture de la dérive. Ces efforts dépendent des conditions de vol de l'aéronef et, notamment, de la vitesse de l'aéronef. Aussi, pour limiter ces efforts sur la dérive, il existe un système, installé sur la plupart des aéronef, permettant de limiter le braquage de la gouverne dans certaines conditions de vol, c'est-à-dire de limiter le débattement autorisé de la gouverne. Cette limitation est obtenue grâce à des butées situées de part et d'autre de la gouverne et dont la position est contrôlée au moyen de vérins. la limitation de l'angle de braquage de la gouverne est directement liée à la vitesse de l'aéronef. Ainsi, plus l'aéronef navigue vite et plus le débattement de la gouverne est réduit, donc plus les butées sont proches de la gouverne. Au contraire, plus la vitesse de l'aéronef est faible, plus l'angle de braquage autorisé est élevé, donc plus les butées sont éloignées de la gouverne.In an aircraft, the rudder is a movable flap mounted in the drift of the aircraft and maneuvered from the cockpit to change the direction of the aircraft. Drift is a relatively large area of the aircraft whose essential role is to provide road stability to the aircraft. The drift is able to withstand efforts that can be relatively important. However, these efforts must not exceed a certain load which would cause the breakage of the drift. These efforts depend on the flight conditions of the aircraft and, in particular, on the speed of the aircraft. Also, to limit these efforts on the drift, there is a system, installed on most aircraft, to limit the deflection of the rudder in certain flight conditions, that is to say to limit the authorized clearance of the aircraft. governs. This limitation is achieved by stops located on both sides of the rudder and whose position is controlled by means of jacks. the limitation of the steering angle of the rudder is directly related to the speed of the aircraft. Thus, the faster the aircraft sails and the more the deflection of the rudder is reduced, the more the stops are close to the rudder. On the contrary, the lower the speed of the aircraft, the higher the allowed steering angle, so the longer the stops are away from the rudder.

Dans des conditions normales de vol d'un aéronef, la gouverne de direction est utilisée à l'atterrissage, pour l'alignement de l'aéronef avec la piste d'atterrissage, et au roulage au sol de l'aéronef. Dans ces deux cas, l'aéronef est à faible vitesse. L'angle de braquage autorisé de la gouverne peut donc être élevé.Under normal flight conditions of an aircraft, the rudder is used for landing, for aligning the aircraft with the runway, and for taxiing the aircraft. In both cases, the aircraft is at low speed. The allowed steering angle of the rudder can therefore be high.

Dans des conditions anormales de vol d'un aéronef, par exemple lors d'une panne moteur, la gouverne de direction peut être utilisée pour compenser la dissymétrie qui s'installe au moment de la perte de rendement d'un moteur. En effet, lorsqu'un moteur cesse de fonctionner, l'aéronef se met en dérapage et navigue de travers, c'est-à-dire que l'aéronef n'est plus dans l'axe de vol. Il est alors nécessaire d'agir sur la gouverne de direction pour ramener l'aéronef dans cet axe de vol. Dans ces conditions, il est important que le débattement autorisé de la gouverne soit suffisamment élevé pour permettre ce redressement de l'aéronef.In abnormal flight conditions of an aircraft, for example during an engine failure, the rudder can be used to compensate for the dissymmetry that occurs at the time of loss of efficiency of an engine. Indeed, when an engine stops working, the aircraft starts to skid and sails sideways, that is to say that the aircraft is no longer in the flight axis. It is then necessary to act on the rudder to bring the aircraft in this flight axis. In these circumstances, it is important that the allowed clearance of the rudder is high enough to allow this recovery of the aircraft.

Le système classique de limitation de l'angle de braquage de la gouverne est prévu pour que le pilote puisse compenser les effets d'une telle panne de moteur. Autrement dit, la limitation classique est calculée de manière à laisser au pilote une autorité suffisante pour pouvoir compenser une dissymétrie générée par une panne de moteur.The conventional system of steering angle limitation is provided so that the pilot can compensate for the effects of such engine failure. In other words, the conventional limitation is calculated so as to give the pilot sufficient authority to compensate for an asymmetry generated by an engine failure.

Cependant, ce système classique ne prend pas en compte d'autres situations anormales qui peuvent nécessiter des commandes de braquage de la gouverne.However, this conventional system does not take into account other abnormal situations that may require steering control commands.

En effet, rien n'empêche le pilote d'émettre successivement plusieurs commandes de braquage de la gouverne, dans des sens opposés, avec des angles atteignant le débattement maximum autorisé. Par exemple, si le pilote commande un premier braquage de la gouverne dans un premier sens, pour une première raison, puis un second braquage de la gouverne dans le sens opposé, pour une autre raison, puis un troisième braquage de la gouverne dans le premier sens, avec des angles de braquage maximum, alors les efforts qui portent sur la dérive peuvent devenir si importants que la structure de l'aéronef en est ébranlée.In fact, nothing prevents the pilot from successively issuing several steering commands of the rudder, in opposite directions, with angles reaching the maximum clearance allowed. For example, if the pilot controls a first steering deflection in one direction, for a first reason, then a second deflection of the rudder in the opposite direction, for another reason, then a third deflection of the rudder in the first direction In this sense, with maximum turning angles, then the forces on the drift can become so large that the structure of the aircraft is shaken.

Dans un autre exemple de conditions anormales de vol, si l'aéronef se met en dérapage, suite à une commande de braquage de la gouverne ou à une panne moteur, l'aéronef navigue de travers. Il a alors le vent de profil. Si, à ce moment, le pilote commande un braquage de la gouverne avec un angle maximum, pour récupérer l'axe de vol, alors la gouverne se retrouve en plein dans le vent. Les contraintes commencent à peser lourdement sur la gouverne. Si le pilote commande un nouveau braquage de la gouverne, dans le sens opposé, avec un angle maximum, alors les efforts pesant sur la dérive peuvent dépasser les charges pour lesquelles l'aéronef a été calculé.In another example of abnormal flight conditions, if the aircraft skidded, following steering control or engine failure, the aircraft sways sideways. He then has the profile wind. If, at this moment, the pilot commands a deflection of the rudder with a maximum angle, to recover the axis of flight, then the rudder is found right in the wind. The constraints begin to weigh heavily on the steering. If the pilot commands a new steering deflection, in the opposite direction, with a maximum angle, then the efforts weighing on the drift can exceed the loads for which the aircraft has been calculated.

Les efforts portés par la dérive peuvent alors atteindre et même dépasser les limites imposées par la construction elle-même de l'aéronef. Dans les cas les plus graves, la dérive peut se rompre sous l'effet des efforts, ou contraintes, et entraîner le crash de l'aéronef.The forces carried by the drift can then reach and even exceed the limits imposed by the construction itself of the aircraft. In the most serious cases, the drift can break under the effect of forces, or constraints, and cause the crash of the aircraft.

Exposé de l'inventionPresentation of the invention

L'invention a justement pour but de remédier aux inconvénients des techniques exposées précédemment. A cette fin, l'invention propose un procédé et un système permettant d'augmenter la sécurité de l'aéronef en empêchant ce type de manoeuvres, c'est-à-dire une succession de braquages de la gouverne, dans des sens opposés, à des angles de braquage maximum. Pour cela, le procédé et le système de l'invention assurent une limitation de l'angle de braquage autorisé de la gouverne, dans certaines conditions de vol. En d'autres termes, l'invention propose de diminuer l'autorité de commande de la gouverne offerte au pilote pour limiter les efforts sur la dérive lorsque l'aéronef est en dérapage et qu'un braquage de la gouverne est commandé dans le sens opposé jusqu'à l'angle maximum autorisé.The purpose of the invention is precisely to overcome the disadvantages of the techniques described above. To this end, the invention proposes a method and a system for increasing the safety of the aircraft by preventing this type of maneuvers, that is to say a succession of deflections of the rudder, in opposite directions, at maximum steering angles. For this, the method and system of the invention provide a limitation of the allowed steering angle of the rudder, under certain flight conditions. In other words, the invention proposes to reduce the steering control authority offered to the pilot to limit the forces on the drift when the aircraft is skidding and that steering of the rudder is controlled in the direction opposite up to the maximum allowed angle.

De façon plus précise, l'invention concerne un procédé de limitation de l'angle de braquage d'une gouverne d'un aéronef, comportant une opération de détermination d'un angle de braquage maximum autorisé en fonction de la vitesse de l'aéronef, caractérisé en ce qu'il comporte les opérations de :

  • détection d'une configuration de dérapage de l'aéronef suivie d'une première commande de braquage de la gouverne avec un angle de braquage maximum et un premier sens,
  • application d'une limitation de l'angle de braquage maximum autorisé.
More specifically, the invention relates to a method for limiting the steering angle of a steering surface of an aircraft, comprising an operation for determining a maximum allowed steering angle as a function of the speed of the aircraft. , characterized in that it comprises the operations of:
  • detecting a skid configuration of the aircraft followed by a first steering control of the rudder with a maximum steering angle and a first direction,
  • application of a limitation of the maximum allowed steering angle.

Ce procédé peut comporter une ou plusieurs des caractéristiques suivantes :

  • la détection d'une configuration de dérapage de l'aéronef consiste à détecter un braquage de la gouverne avec un angle de braquage maximum et un second sens, opposé au premier sens,
  • la détection d'une configuration de dérapage de l'aéronef consiste à détecter une accélération latérale non nulle de l'aéronef.
This method may include one or more of the following features:
  • the detection of a skid configuration of the aircraft consists in detecting a turning of the rudder with a maximum steering angle and a second direction, opposite to the first direction,
  • the detection of a skid configuration of the aircraft consists in detecting a non-zero lateral acceleration of the aircraft.

L'invention concerne également un système pour mettre en oeuvre ce procédé. Ce système est un système de limitation de l'angle de braquage d'une gouverne d'un aéronef, comportant :

  • un dispositif d'acquisition de la vitesse de l'aéronef,
  • un dispositif de détermination d'un angle de braquage maximum autorisé en fonction de la vitesse de l'aéronef,
  • un dispositif d'acquisition de la position courante de la gouverne,
caractérisé en ce qu'il comporte :
  • un dispositif pour détecter une configuration de dérapage de l'aéronef et une commande de braquage de la gouverne avec un angle de braquage maximum autorisé et un premier sens, et
  • un dispositif pour limiter la valeur de l'angle de braquage maximum autorisé.
The invention also relates to a system for implementing this method. This system is a system for limiting the steering angle of a steering wheel of an aircraft, comprising:
  • a device for acquiring the speed of the aircraft,
  • a device for determining a maximum allowed steering angle as a function of the speed of the aircraft,
  • a device for acquiring the current position of the rudder,
characterized in that it comprises:
  • a device for detecting a skid configuration of the aircraft and a steering control of the rudder with a maximum allowed steering angle and a first direction, and
  • a device for limiting the value of the maximum allowed steering angle.

Ce système peut comporter une ou plusieurs des caractéristiques suivantes

  • le dispositif pour détecter un dérapage est un circuit logique vérifiant si deux braquages successifs de la gouverne, appelés doublet, ont des sens opposés et des angles de braquage maximum autorisés.
  • le dispositif pour détecter un dérapage comporte un capteur d'accélération latérale.
  • le dispositif pour détecter un dérapage comporte un circuit logique vérifiant l'existence d'une commande de braquage avec un angle de braquage maximum, lorsque l'accélération latérale détectée est non nulle.
  • le circuit logique comporte deux voies de détection reliées par une porte ET.
  • chaque voie de détection comporte une porte ET, un retardateur et une bascule.
  • la limitation de l'angle de braquage maximum autorisé est obtenue par modification d'une longueur d'un vérin formant une butée pour la gouverne.
This system may include one or more of the following features
  • the device for detecting a skid is a logic circuit checking whether two successive steering deflections, called doublets, have opposite directions and maximum permitted steering angles.
  • the device for detecting a skid comprises a lateral acceleration sensor.
  • the device for detecting a skid comprises a logic circuit verifying the existence of a steering control with a maximum steering angle, when the detected lateral acceleration is non-zero.
  • the logic circuit comprises two detection channels connected by an AND gate.
  • each detection channel comprises an AND gate, a self-timer and a flip-flop.
  • the limitation of the maximum allowed steering angle is obtained by modifying a length of a cylinder forming a stop for the rudder.

Brève description des dessinsBrief description of the drawings

  • La figure 1 représente un circuit logique de détection d'un doublet permettant la détection d'une configuration critique.The figure 1 represents a logic circuit for detecting a doublet for detecting a critical configuration.
  • La figure 2 représente un diagramme fonctionnel du système de limitation de l'angle de braquage de la gouverne, selon un premier mode de réalisation de l'invention.The figure 2 represents a functional diagram of the steering angle steering angle limitation system according to a first embodiment of the invention.
  • La figure 3 représente une variante du système de l'invention.The figure 3 represents a variant of the system of the invention.
  • La figure 4 représente un second mode de réalisation du système de l'invention.The figure 4 represents a second embodiment of the system of the invention.
Description détaillée de modes de réalisation de l'inventionDETAILED DESCRIPTION OF EMBODIMENTS OF THE INVENTION

L'invention concerne un procédé et un système permettant de réduire rapidement l'angle de braquage autorisé pour la gouverne, lorsque l'aéronef est en configuration de dérapage et qu'un braquage avec un angle maximum est commandé dans le sens opposé à la position courante de la gouverne, c'est-à-dire à la position dans laquelle se trouve la gouverne lors du dérapage. Cette configuration sera appelée par la suite configuration critique.A method and system for rapidly reducing the steering angle allowed for steering, when the aircraft is in a skid configuration and a steering at a maximum angle is controlled in the opposite direction to the position steering, that is to say at the position in which the rudder is located during skidding. This configuration will be called later critical configuration.

L'angle de braquage autorisé correspond au débattement maximum que peut subir la gouverne, en réponse à une commande de braquage. Cet angle est délimité par deux butées situées de part et d'autre de la gouverne. La position de ces butées est imposée par un dispositif appelé RTLU (Rudder Travel Limitation Unit, en termes anglosaxons).The allowed steering angle is the maximum deflection that can be experienced by the rudder in response to steering control. This angle is delimited by two stops located on both sides of the rudder. The position of these stops is imposed by a device called RTLU (Rudder Travel Limitation Unit, in English terms).

L'invention nécessite donc la détection d'une configuration critique avec la détection d'un dérapage de l'aéronef, la détection de la valeur maximum de la RTLU, à savoir la valeur de l'angle de braquage maximum autorisé et la détection de la valeur de l'angle de braquage en cours correspondant à la position courante de la gouverne. Or, l'information de dérapage de l'aéronef n'est pas une information disponible sur la plupart des aéronefs.The invention therefore requires the detection of a critical configuration with the detection of a skid of the aircraft, the detection of the maximum value of the RTLU, namely the value of the maximum allowed steering angle and the detection of the value of the current steering angle corresponding to the current position of the rudder. However, the skid information of the aircraft is not information available on most aircraft.

Aussi, pour déterminer l'existence d'un dérapage, l'invention propose de détecter :

  • soit l'application de deux ordres successifs de braquage avec débattement maximum dans un sens puis dans l'autre sens,
  • soit l'existence d'une accélération latérale de l'aéronef.
Also, to determine the existence of a skid, the invention proposes to detect:
  • the application of two successive steering commands with maximum deflection in one direction then in the other direction,
  • the existence of a lateral acceleration of the aircraft.

Ces deux modes de détection permettent de déduire que l'aéronef est en dérapage.These two detection modes make it possible to deduce that the aircraft is skidding.

Plus précisément, le procédé de l'invention consiste à détecter que l'aéronef est en dérapage, avec l'un des modes décrits précédemment, et que la gouverne a atteint son débattement maximum et a changé de sens. Dès que ces deux faits ont été détectés, le procédé de l'invention considère que, par défaut, l'aéronef est dans une configuration critique et qu'il y a un risque possible de dépassement des charges limites. Le procédé de l'invention consiste alors à réduire le débattement maximum autorisé de la gouverne afin de s'assurer que les efforts sur la gouverne ne peuvent pas dépasser la charge limite pour laquelle l'aéronef a été dimensionné. De cette façon, on réduit l'autorité du pilote sur la gouverne et on augmente la sécurité de l'aéronef.More specifically, the method of the invention consists in detecting that the aircraft is skidding, with one of the modes described above, and that the rudder has reached its maximum deflection and has changed direction. Once these two facts have been detected, the method of the invention considers that, by default, the aircraft is in a critical configuration and that there is a possible risk of exceeding the limit loads. The method of the invention then consists in reducing the maximum allowed clearance of the rudder to ensure that the forces on the rudder can not exceed the limit load for which the aircraft has been dimensioned. In this way, it reduces the authority of the pilot on the rudder and increases the safety of the aircraft.

Le procédé qui vient d'être décrit est mis en oeuvre par le système de l'invention. Ce système comporte :

  • un dispositif 3 d'acquisition de la vitesse de l'aéronef,
  • un dispositif 1 de détermination d'un angle de braquage maximum autorisé en fonction de la vitesse de l'aéronef,
  • un dispositif 2 d'acquisition de la position coureante de la gouverne.
The method which has just been described is implemented by the system of the invention. This system comprises:
  • a device 3 for acquiring the speed of the aircraft,
  • a device 1 for determining a maximum allowed steering angle as a function of the speed of the aircraft,
  • a device 2 for acquiring the running position of the rudder.

Il comporte également un circuit électronique pour détecter une configuration critique et déterminer la valeur limite du débattement de la gouverne, ainsi que des bus de communication qui assurent la liaison entre les différents calculateurs de l'aéronef et le circuit de détection pour fournir, audit circuit, les données, prélevées dans les calculateurs, nécessaires à la détection de la configuration critique.It also comprises an electronic circuit for detecting a critical configuration and determining the limit value of the deflection of the rudder, as well as communication buses which provide the connection between the different computers of the aircraft and the detection circuit for providing, to said circuit , the data, taken from the computers, necessary for the detection of the critical configuration.

Sur la figure 2, on a représenté un exemple du système de l'invention avec un circuit électronique permettant la détection d'une configuration critique et la limitation de l'angle de braquage de la gouverne. Ce circuit met en oeuvre le premier mode de réalisation de l'invention, dans lequel le dérapage de l'aéronef est déduit de l'application de deux ordres successifs de braquage avec débattement maximum, dans un sens puis dans l'autre sens. Un de ces sens est appelé premier sens, l'autre sens étant appelé second sens. Le circuit de la figure 2 permet donc de détecter deux ordres de braquage successifs, dans des sens opposés, jusqu'à la butée. Pour cela, ce circuit reçoit, à une entrée E1, la position de la butée de la gouverne, c'est-à-dire la valeur de l'angle de braquage maximum autorisé pour la vitesse de vol de l'aéronef. Cette valeur est fournie par l'unité RTLU 1, par exemple sous une forme analogique. Elle est alors convertie en donnée numérique par un démodulateur D1 avant d'être introduite dans le circuit de l'invention. Le circuit reçoit, à une entrée E2, la valeur dr de la position courante de la gouverne, c'est-à-dire la valeur de l'angle entre la position réelle de la gouverne et la position de repos de ladite gouverne. position réelle dans laquelle se trouve la gouverne à l'instant du calcule autrement dit l'angle de braquage de la gouverne. Cette valeur est fournie, via un bus de communication B2 de type ARINC 429, par un calculateur 2 gérant la position de la gouverne, par exemple un concentrateur d'acquisition de données SDAC (System Data Acquisition Concentrator). Le circuit reçoit, à son entrée E3, les informations de vitesse de l'aéronef. Ces informations sont fournies, via un bus B3, par des calculateurs 3 gérant la vitesse de l'aéronef, par exemple des calculateurs ADC (Air Data Computer) ou ADIRU.On the figure 2 an example of the system of the invention is shown with an electronic circuit enabling the detection of a critical configuration and the limitation of the steering angle of the rudder. This circuit implements the first embodiment of the invention, in which the skidding of the aircraft is deduced from the application of two successive steering commands with maximum deflection, in one direction and then in the other direction. One of these senses is called the first sense, the other sense is called the second sense. The circuit of the figure 2 thus makes it possible to detect two successive steering commands, in opposite directions, up to the stop. For this, this circuit receives, at an input E1, the position of the abutment of the rudder, that is to say the value of the maximum allowed steering angle for the flight speed of the aircraft. This value is provided by the RTLU unit 1, for example in an analog form. It is then converted into digital data by a demodulator D1 before being introduced into the circuit of the invention. The circuit receives, at an input E2, the value dr of the position current of the rudder, that is to say the value of the angle between the actual position of the rudder and the rest position of said rudder. actual position in which the rudder is located at the instant of calculates otherwise the steering angle of the rudder. This value is supplied via a communication bus B2 of the ARINC 429 type, by a computer 2 managing the position of the control surface, for example a data acquisition concentrator SDAC (System Data Acquisition Concentrator). The circuit receives, at its input E3, the speed information of the aircraft. This information is provided via a bus B3 by calculators 3 managing the speed of the aircraft, for example ADC (Air Data Computer) or ADIRU computers.

Ce circuit assure une comparaison entre la valeur de la RTLU et la valeur dr de la position courante de la gouverne. Ces deux valeurs sont des valeurs exprimées en degrés. Cette comparaison est réalisée par le circuit de détection de doublet 4, représenté en détail sur la figure 1.This circuit provides a comparison between the value of the RTLU and the value dr of the current position of the rudder. These two values are values expressed in degrees. This comparison is carried out by the doublet detection circuit 4, shown in detail on FIG. figure 1 .

Plus précisément, la figure 1 montre un exemple de circuit logique assurant la détection d'un doublet, c'est-à-dire la détection de deux ordres successifs de braquage de la gouverne avec des débattements maximum et des sens opposés. Ce circuit 4 de détection d'un doublet comporte une première voie de détection 41 et une seconde voie de détection 42. Ces deux voies de détection 41 et 42 sont connectées à une porte Et logique 43.More specifically, the figure 1 shows an example of a logic circuit ensuring the detection of a doublet, that is to say the detection of two successive orders of steering of the rudder with maximum deflections and opposite directions. This circuit 4 for detecting a doublet comprises a first detection channel 41 and a second detection channel 42. These two detection channels 41 and 42 are connected to a logic AND gate 43.

La première voie 41 comporte une porte ET 413 qui prend la valeur 1 lorsque le sens de braquage dr de la gouverne est positif (entrée 411 du circuit 4) et la valeur absolue du braquage dr est supérieure ou égale à la valeur de la RTLU (entrée 412 du circuit 4). Cette voie 41 comporte un retardateur 414 qui applique un certain retard à la valeur logique obtenue en sortie de la porte ET 413. Ce retard correspond au moins au temps constaté entre l'ordre de braquage de la gouverne et la réaction de la gouverne, c'est-à-dire le changement de position de la gouverne. Ce retard est de l'ordre de 5 à 6 secondes. La voie 41 comporte de plus une bascule 415 qui reçoit, d'une part, la valeur logique directement de la porte ET et, d'autre part, la valeur logique provenant du retardateur 414. Cette bascule 415 permet de verrouiller la valeur logique 1 ou 0 reçue de la porte ET 413. La voie 41 du circuit conserve ainsi la valeur logique obtenue en sortie de la première porte ET 413 pendant ce temps de 5 à 6 secondes pour s'assurer que la gouverne a eu le temps de réagir à l'ordre de braquage.The first channel 41 comprises an AND gate 413 which takes the value 1 when the steering direction dr of the rudder is positive (input 411 of the circuit 4) and the absolute value of the steering dr is greater than or equal to the value of the RTLU ( input 412 of circuit 4). This channel 41 comprises a retarder 414 which applies a certain delay to the logic value obtained at the output of the AND gate 413. This delay corresponds at least to the time observed between the steering control of the control surface and the reaction of the control surface. that is, the change of position of the rudder. This delay is of the order of 5 to 6 seconds. The channel 41 further comprises a flip-flop 415 which receives, on the one hand, the logic value directly from the AND gate and, on the other hand, the logic value coming from the retarder 414. This flip-flop 415 makes it possible to lock the logic value 1 or 0 received from the AND gate 413. The channel 41 of the circuit thus retains the logic value obtained at the output of the first AND gate 413 during this time of 5 to 6 seconds to ensure that the rudder has had time to react to the steering order.

La voie 41 détecte ainsi l'existence d'un braquage avec un angle maximum et un premier sens.Lane 41 thus detects the existence of steering with a maximum angle and a first direction.

La seconde voie 42 du circuit de détection de doublet 4 comporte porte ET 423 qui prend la valeur 1 lorsque le sens de braquage dr de la gouverne est négatif (entrée 421 du circuit 4) et la valeur absolue du braquage dr est supérieure ou égale à la valeur de la RTLU (entrée 422 du circuit 4). Cette voie 42 comporte un retardateur 424 qui applique à la valeur logique obtenue en sortie de la porte ET 423 le même retard que le retardateur 414. La voie 42 comporte de plus une bascule 425 qui permet de verrouiller la valeur logique 1 ou 0 reçue de la porte ET 423. La voie 42 du circuit conserve ainsi la valeur logique obtenue en sortie de la première porte ET 423 pendant un temps de 5 à 6 secondes pour s'assurer que la gouverne a eu le temps de réagir à l'ordre de braquage.The second channel 42 of the doublet detecting circuit 4 comprises an AND gate 423 which takes the value 1 when the steering direction dr of the rudder is negative (input 421 of the circuit 4) and the absolute value of the steering dr is greater than or equal to the value of the RTLU (input 422 of circuit 4). This channel 42 comprises a retarder 424 which applies to the logic value obtained at the output of the AND gate 423 the same delay as the delay device 414. The channel 42 also comprises a flip-flop 425 which makes it possible to lock the logic value 1 or 0 received from the AND gate 423. The channel 42 of the circuit thus retains the logic value obtained at the output of the first AND gate 423 for a period of 5 to 6 seconds to ensure that the rudder has had time to react to the order of robbery.

La voie 42 détecte ainsi l'existence d'un braquage avec un angle maximum et un second sens.The channel 42 thus detects the existence of a steering with a maximum angle and a second direction.

Chacune des voies 41 et 42 est reliée en sortie à la porte logique ET 43. Lorsque la porte ET 43 reçoit une valeur logique 1 sur chacune de ses entrées, cela signifie que deux ordres de braquage dans des sens opposés et avec des angles maximums ont été détectés. Une valeur logique 1 est émise en sortie du circuit de détection de doublet 4. Dans le cas contraire, une valeur logique 0 est émise en sortie du circuit 4.Each of the channels 41 and 42 is connected to the output at the AND logic gate 43. When the AND gate 43 receives a logic value 1 on each of its inputs, this means that two steering commands in opposite directions and with maximum angles have have been detected. A logic value 1 is emitted at the output of the doublet detection circuit 4. In the opposite case, a logic value 0 is emitted at the output of the circuit 4.

Lorsque la sortie de la porte ET 43 est à 1, cela signifie qu'une configuration critique a été détectée. Le circuit de la figure 2 assure alors une restriction de la valeur de la RTLU. Un circuit de commande de la butée 5 associé à un additionneur 7 et à une boucle de puissance 8 assurent la limitation de la valeur de la RTLU, c'est-à-dire l'angle de braquage limité autorisé.When the output of the AND gate 43 is at 1, it means that a critical configuration has been detected. The circuit of the figure 2 then ensures a restriction of the value of the RTLU. A control circuit of the stop 5 associated with an adder 7 and a power loop 8 ensure the limitation of the value of the RTLU, that is to say the authorized limited steering angle.

La figure 2 vient d'être décrite en considérant que la valeur de la RTLU est une valeur angulaire fournie directement par l'unité RTLU 1. Cependant, il est à noter que la butée de la gouverne est réalisée au moyen d'un vérin, de type mécanique. En conséquence, l'information fournie par l'unité RTLU 1 est une valeur métrique, par exemple exprimée en millimètres. Le circuit de la figure 2 comporte donc des éléments de conversion des valeurs métriques en valeurs angulaires, en particulier un élément 6 pour convertir les millimètres en degrés. Ainsi, la limitation de l'angle de braquage autorisé correspond à un allongement en millimètres du vérin : plus le vérin est allongé et plus l'angle de braquage autorisé est limité.The figure 2 has just been described considering that the value of the RTLU is an angular value supplied directly by the unit RTLU 1. However, it should be noted that the stop of the rudder is achieved by means of a cylinder, mechanical type . Consequently, the information provided by the RTLU unit 1 is a metric value, for example expressed in millimeters. The circuit of the figure 2 therefore includes elements for converting metric values to angular values, in particular an element 6 for converting millimeters to degrees. Thus, the limitation of the steering angle Permitted is an extension in millimeters of the cylinder: the longer the cylinder is extended, the smaller the permitted steering angle.

Dans l'exemple de la figure 2, la configuration critique est détectée en comparant des angles de braquage de la gouverne. Sur la figure 3, on a représenté un exemple de circuit permettant de détecter une configuration critique en comparant la position courante de la gouverne et la commande de la position de la RTLU. Autrement dit, avec ce circuit, on n'attend pas que la RTLU soit en place. On utilise directement la commande de la RTLU. Le circuit de détection du doublet 4 reçoit donc en entrée la valeur dr de la position de la gouverne et la valeur de la commande de la RTLU fournie par le circuit de commande de la butée 5.In the example of the figure 2 , the critical configuration is detected by comparing turning angles of the rudder. On the figure 3 , there is shown an example of a circuit for detecting a critical configuration by comparing the current position of the rudder and the control of the position of the RTLU. In other words, with this circuit, we do not wait for the RTLU to be in place. We use directly the command of the RTLU. The detection circuit of the doublet 4 thus receives as input the value dr of the position of the control surface and the value of the command of the RTLU supplied by the control circuit of the stop 5.

Dans un second mode de réalisation de l'invention, on considère que l'aéronef est en dérapage à partir du moment où il existe une valeur non nulle de son accélération latérale. En effet, sur la plupart des aéronefs, il existe des capteurs de vitesse sur les côtés de l'aéronef. Ces capteurs permettent de détecter la valeur de l'accélération latérale de l'aéronef. Si cette accélération latérale n'est pas nulle, c'est qu'il existe un dérapage. Et si un dérapage est détecté et qu'une commande de la gouverne avec un débattement maximum est aussi détecté, alors l'aéronef est dans une configuration critique. Un exemple d'un circuit permettant de mettre en oeuvre ce mode de réalisation est représenté sur la figure 4.In a second embodiment of the invention, it is considered that the aircraft is skidding from the moment there is a non-zero value of its lateral acceleration. Indeed, on most aircraft, there are speed sensors on the sides of the aircraft. These sensors make it possible to detect the value of the lateral acceleration of the aircraft. If this lateral acceleration is not zero, it is because there is a skid. And if a skid is detected and a rudder control with maximum travel is also detected, then the aircraft is in a critical configuration. An example of a circuit making it possible to implement this embodiment is represented on the figure 4 .

Ce circuit de la figure 4 est identique à celui de la figure 2, excepté en ce qui concerne certaines données reçues en entrée du circuit et le circuit de détection d'un doublet. Plus précisément, dans ce mode de réalisation, le circuit comporte une entrée E10 recevant la valeur Ny de l'accélération latérale de l'aéronef. Cette valeur Ny est fournie par un calculateur 10 via le bus B2.This circuit of the figure 4 is identical to that of the figure 2 , except for certain data received at the input of the circuit and the circuit for detecting a doublet. More precisely, in this embodiment, the circuit comprises an input E10 receiving the value Ny of the lateral acceleration of the aircraft. This value Ny is provided by a computer 10 via the bus B2.

Dans ce mode de réalisation, le circuit de détection d'un doublet 4 comporte une première voie qui vérifie si Ny est non nulle et si la gouverne est dans un premier sens et une seconde voie qui vérifie l'existence d'un braquage de la gouverne dans le second sens avec un débattement maximum. Si les valeurs logiques des deux voies sont à 1, alors on considère que l'aéronef est dans une configuration critique.In this embodiment, the detection circuit of a doublet 4 comprises a first channel which checks whether Ny is non-zero and whether the rudder is in a first direction and a second way which verifies the existence of a deflection of the governs in the second direction with a maximum deflection. If the logical values of the two channels are at 1, then it is considered that the aircraft is in a critical configuration.

Quel que soit le mode de réalisation, le système de l'invention peut être implanté dans un calculateur de commande de vol de l'aéronef, par exemple le calculateur FLC (Field Limitation Computer). Ce calculateur FLC présente l'avantage d'assurer notamment la détermination et la commande de la RTLU ; il connaît donc nécessairement la valeur de la RTLU.Whatever the embodiment, the system of the invention can be implanted in a flight control computer of the aircraft, by example the FLC (Field Limitation Computer). This FLC calculator has the advantage of ensuring in particular the determination and control of the RTLU; he therefore necessarily knows the value of the RTLU.

Claims (10)

  1. A method for limiting an aircraft control surface steering angle, including an operation for determining a maximum authorized steering angle based on the aircraft speed, characterized in that it includes operations for:
    - detecting a side-slip configuration of the aircraft followed by a first steering control of the control surface with a maximum steering angle and in a first direction,
    - applying a limitation of the maximum authorized steering angle.
  2. A method according to claim 1, characterized in that the detection of a side-slip configuration of the aircraft consists of detecting control surface steering with a maximum steering angle and in a second direction.
  3. A method according to claim 1, characterized in that the detection of a side-slip configuration of the aircraft consists of detecting a non-zero lateral acceleration of the aircraft.
  4. A system for limiting an aircraft control surface steering angle, comprising:
    - a device (3) for acquiring the aircraft speed,
    - a device (1) for determining a maximum authorized steering angle based on the aircraft speed,
    - a device (2) for acquiring the current position of the control surface, characterized in that it includes:
    - a device (4) for detecting a side-slip configuration of the aircraft and a first steering control of the control surface with a maximum authorized steering angle and in a first direction, and
    - a device (5) for limiting the value of the maximum authorized steering angle.
  5. A system according to claim 4, characterized in that the device for detecting a side-slip is a logical circuit verifying whether two successive control surface steering actions have opposite directions and are within the maximum authorized steering angles.
  6. A system according to claim 4, characterized in that the device for detecting a side-slip includes a lateral acceleration sensor.
  7. A system according to claim 6, characterized in that the device for detecting a side-slip includes a logical circuit verifying the existence of a steering control with a maximum steering angle, when the detected lateral acceleration is not zero.
  8. A system according to any of claims 5 to 7, characterized in that the logical circuit includes two detection channels connected by an AND gate.
  9. A system according to any of claims 4 to 8, characterized in that the limitation of the maximum authorized steering angle is obtained by modifying the length of a cylinder forming a stop for the control surface.
  10. An aircraft, characterized in that it comprises a system for limiting the control surface steering angle according to any of claims 4 to 9.
EP06820327A 2005-10-27 2006-10-19 Method and system for limiting an aircraft control surface steering angle Not-in-force EP1949196B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0553267A FR2892699B1 (en) 2005-10-27 2005-10-27 METHOD AND SYSTEM FOR LIMITING AN AIRCRAFT GOVERNMENT ROTATING ANGLE
PCT/FR2006/051071 WO2007048960A2 (en) 2005-10-27 2006-10-19 Method and system for limiting an aircraft control surface steering angle

Publications (2)

Publication Number Publication Date
EP1949196A2 EP1949196A2 (en) 2008-07-30
EP1949196B1 true EP1949196B1 (en) 2009-12-16

Family

ID=36939019

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06820327A Not-in-force EP1949196B1 (en) 2005-10-27 2006-10-19 Method and system for limiting an aircraft control surface steering angle

Country Status (11)

Country Link
US (1) US8285426B2 (en)
EP (1) EP1949196B1 (en)
JP (1) JP5225852B2 (en)
CN (1) CN101297250B (en)
AT (1) ATE452357T1 (en)
BR (1) BRPI0618013A2 (en)
CA (1) CA2625747C (en)
DE (1) DE602006011208D1 (en)
FR (1) FR2892699B1 (en)
RU (1) RU2411566C2 (en)
WO (1) WO2007048960A2 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10228692B2 (en) 2017-03-27 2019-03-12 Gulfstream Aerospace Corporation Aircraft flight envelope protection and recovery autopilot

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2971486B1 (en) * 2011-02-15 2013-03-08 Airbus Operations Sas METHOD AND DEVICE FOR THE CONTROL OF A LACET AIRCRAFT.
CN103303465A (en) * 2012-03-09 2013-09-18 陕西飞机工业（集团）有限公司 Electrical control method and system for airplane rudder trimmer deflection angle restriction apparatus
CN102815394A (en) * 2012-08-13 2012-12-12 湖南山河科技股份有限公司 Light aircraft rudder spring centering positioning mechanism
FR2995873B1 (en) * 2012-09-27 2014-10-03 Airbus Operations Sas METHOD AND DEVICE FOR ALERT AGAINST INAPPROPRIATE ACTUATION OF AN AIRCRAFT RIDER
CN105109671B (en) * 2015-09-25 2017-05-17 江西洪都航空工业集团有限责任公司 Leading-edge flap control method
US11897597B2 (en) * 2020-07-20 2024-02-13 The Boeing Company Flap pressure shape biasing
CN111976955B (en) * 2020-07-24 2023-03-14 中国航空工业集团公司西安飞行自动控制研究所 Method and device for processing single-side jamming fault of civil aviation flight control double-steering-column disk
CN114560073B (en) * 2021-12-30 2024-01-30 中国航空工业集团公司西安飞机设计研究所 Control method and system for slip flow pre-sensing rudder deflection of propeller aircraft

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4455004A (en) * 1982-09-07 1984-06-19 Lockheed Corporation Flight control device for airplanes
DE3638820A1 (en) * 1986-09-12 1988-03-24 Messerschmitt Boelkow Blohm RUDDER CONTROL ARRANGEMENT FOR AIRCRAFT
US5170969A (en) * 1988-11-23 1992-12-15 The Boeing Company Aircraft rudder command system
EP0488428A3 (en) * 1990-09-24 1992-10-14 The Boeing Company Apparatus and method for reducing aircraft loads resulting from atmospheric turbulence and gusts
JP2885125B2 (en) * 1995-03-30 1999-04-19 トヨタ自動車株式会社 Estimation method of motion state quantity changing with turning of vehicle
FR2738796B1 (en) * 1995-09-15 1997-12-05 Aerospatiale METHOD AND DEVICE FOR CONTROLLING THE STEERING GOVERNOR OF AN AIRCRAFT
FR2760718B1 (en) * 1997-03-14 1999-05-28 Aerospatiale METHOD AND DEVICE FOR CONTROLLING A TILT OR DEPTH GOVERNOR OF AN AIRCRAFT
US5823479A (en) * 1996-05-20 1998-10-20 The Boeing Company Landing attitude modifier for airplane
FR2809373B1 (en) * 2000-05-29 2002-08-09 Aerospatiale Matra Airbus ELECTRICAL CONTROL SYSTEM FOR AN AIRCRAFT STEERING GOVERNOR
US6561020B2 (en) * 2001-05-08 2003-05-13 Rosemount Aerospace Inc. Method to calculate sideslip angle and correct static pressure for sideslip effects using inertial information
FR2844251B1 (en) * 2002-09-09 2005-05-27 Airbus France METHOD AND SYSTEM FOR MOVING A GOVERNANCE OF AN AIRCRAFT

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10228692B2 (en) 2017-03-27 2019-03-12 Gulfstream Aerospace Corporation Aircraft flight envelope protection and recovery autopilot
US10930164B2 (en) 2017-03-27 2021-02-23 Gulfstream Aerospace Corporation Aircraft flight envelope protection and recovery autopilot
US11580865B2 (en) 2017-03-27 2023-02-14 Gulfstream Aerospace Corporation Aircraft flight envelope protection and recovery autopilot

Also Published As

Publication number Publication date
CN101297250A (en) 2008-10-29
RU2008121220A (en) 2009-12-10
DE602006011208D1 (en) 2010-01-28
BRPI0618013A2 (en) 2011-08-16
WO2007048960A2 (en) 2007-05-03
RU2411566C2 (en) 2011-02-10
EP1949196A2 (en) 2008-07-30
WO2007048960A3 (en) 2007-06-14
CA2625747A1 (en) 2007-05-03
ATE452357T1 (en) 2010-01-15
FR2892699A1 (en) 2007-05-04
JP5225852B2 (en) 2013-07-03
CA2625747C (en) 2014-08-05
CN101297250B (en) 2010-12-15
US20090222151A1 (en) 2009-09-03
JP2009513433A (en) 2009-04-02
FR2892699B1 (en) 2008-02-08
US8285426B2 (en) 2012-10-09

Similar Documents

Publication Publication Date Title
EP1949196B1 (en) Method and system for limiting an aircraft control surface steering angle
CA2508287C (en) Method of validating a flight plan constraint
EP1880169B1 (en) Method and device for assisting an aircraft flight control during landing approach
EP2878533B1 (en) Flight control method and device for an aircraft
EP1989104B1 (en) Electrical control system for an aircraft steering vane
WO2007104851A1 (en) Method and device for controlling the thrust of a multi-engine aircraft
FR2912991A1 (en) Load reducing method for aircraft, involves determining engine angle command of control surfaces of aircraft using incidence angle, and applying command to surfaces, during detection of disturbance in automatic manner
EP1986915B1 (en) Method and device for detecting a lateral dissymmetry of an aircraft
FR2901893A1 (en) Aircraft`s e.g. airbus A320 type civil transport aircraft, control information e.g. commanded roll, monitoring device, has alerting system generating signal when difference between control information is higher than preset threshold value
EP3091412A1 (en) Rotorcraft control system, associated rotorcraft and corresponding control method
EP3742249B1 (en) Method and secure system for controlling a position of an aircraft with respect to the field of authorised flight
FR3067132B1 (en) METHOD AND DEVICE FOR CONTROLLING THE TRACK OF A FOLLOWING AIRCRAFT IN RELATION TO VORTEX GENERATED BY AN AIRCRAFT.
CA2297567C (en) System for aircraft yaw control
CA2941295C (en) Rotation speed regulation device for the rotor of a rotorcraft, rotorcraft equipped with such a device and associated regulation method
FR3033886A1 (en) DEVICE FOR DISPLAYING AN ENERGY VARIATION AND AN ENERGY VARIATION TERMINAL FOR AN AIRCRAFT
EP0322282A1 (en) Speed reference system for piloting an aircraft
FR2950165A1 (en) METHOD AND SYSTEM FOR IMPROVING THE PERFORMANCE OF AN AIRCRAFT AT THE TAKE-OFF
EP2254791B1 (en) Method and system for deactivating the orientation system of the front landing gear of an aircraft
EP1004951B1 (en) Device for altitude control of an airplane
FR3070675A1 (en) METHOD FOR LOADING AND PROTECTING LOADS FOR AN AIRCRAFT
FR2914075A1 (en) METHOD AND DEVICE FOR LIMITING THE ROLL CONTROL OF AN AIRCRAFT BASED ON A PUSHED DISSYMETRY
EP1139190A1 (en) Aircraft minimum control speed determination method
FR2939214A1 (en) Flight control system for aircraft, has matching device provided with controller comprising converting units for converting one format of set point i.e. digital set point, into another format of another set point i.e. analog set point
FR3099962A1 (en) System and method for predicting the occupancy time of a runway by an aircraft

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20080424

AK Designated contracting states

Kind code of ref document: A2

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

GRAP Despatch of communication of intention to grant a patent

Free format text: ORIGINAL CODE: EPIDOSNIGR1

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAL Information related to payment of fee for publishing/printing deleted

Free format text: ORIGINAL CODE: EPIDOSDIGR3

GRAS Grant fee paid

Free format text: ORIGINAL CODE: EPIDOSNIGR3

GRAA (expected) grant

Free format text: ORIGINAL CODE: 0009210

AK Designated contracting states

Kind code of ref document: B1

Designated state(s): AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LI LT LU LV MC NL PL PT RO SE SI SK TR

REG Reference to a national code

Ref country code: GB

Ref legal event code: FG4D

Free format text: NOT ENGLISH

REG Reference to a national code

Ref country code: CH

Ref legal event code: EP

REG Reference to a national code

Ref country code: IE

Ref legal event code: FG4D

REF Corresponds to:

Ref document number: 602006011208

Country of ref document: DE

Date of ref document: 20100128

Kind code of ref document: P

RAP2 Party data changed (patent owner data changed or rights of a patent transferred)

Owner name: AIRBUS OPERATIONS (S.A.S)

REG Reference to a national code

Ref country code: NL

Ref legal event code: VDEP

Effective date: 20091216

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

Ref country code: SE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

Ref country code: FI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

LTIE Lt: invalidation of european patent or patent extension

Effective date: 20091216

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LV

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

Ref country code: SI

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

Ref country code: PL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: AT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

REG Reference to a national code

Ref country code: IE

Ref legal event code: FD4D

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BG

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100316

Ref country code: IE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

Ref country code: NL

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

Ref country code: PT

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100416

Ref country code: RO

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

Ref country code: EE

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

Ref country code: IS

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100416

Ref country code: ES

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100327

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: SK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

Ref country code: CZ

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

PLBE No opposition filed within time limit

Free format text: ORIGINAL CODE: 0009261

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: NO OPPOSITION FILED WITHIN TIME LIMIT

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CY

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

Ref country code: GR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100317

26N No opposition filed

Effective date: 20100917

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DK

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

BERE Be: lapsed

Owner name: AIRBUS FRANCE

Effective date: 20101031

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: MC

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20101031

REG Reference to a national code

Ref country code: CH

Ref legal event code: PL

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: CH

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20101031

Ref country code: LI

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20101031

REG Reference to a national code

Ref country code: GB

Ref legal event code: 732E

Free format text: REGISTERED BETWEEN 20110721 AND 20110727

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: BE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20101031

REG Reference to a national code

Ref country code: DE

Ref legal event code: R081

Ref document number: 602006011208

Country of ref document: DE

Owner name: AIRBUS OPERATIONS SAS, FR

Free format text: FORMER OWNER: AIRBUS FRANCE, TOULOUSE, FR

Effective date: 20120326

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: LU

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20101019

Ref country code: HU

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20100617

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: TR

Free format text: LAPSE BECAUSE OF FAILURE TO SUBMIT A TRANSLATION OF THE DESCRIPTION OR TO PAY THE FEE WITHIN THE PRESCRIBED TIME-LIMIT

Effective date: 20091216

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: IT

Payment date: 20121024

Year of fee payment: 7

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: IT

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20131019

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 10

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 11

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 12

REG Reference to a national code

Ref country code: FR

Ref legal event code: PLFP

Year of fee payment: 13

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: DE

Payment date: 20191021

Year of fee payment: 14

PGFP Annual fee paid to national office [announced via postgrant information from national office to epo]

Ref country code: FR

Payment date: 20201022

Year of fee payment: 15

Ref country code: GB

Payment date: 20201022

Year of fee payment: 15

REG Reference to a national code

Ref country code: DE

Ref legal event code: R119

Ref document number: 602006011208

Country of ref document: DE

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: DE

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20210501

GBPC Gb: european patent ceased through non-payment of renewal fee

Effective date: 20211019

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: GB

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20211019

PG25 Lapsed in a contracting state [announced via postgrant information from national office to epo]

Ref country code: FR

Free format text: LAPSE BECAUSE OF NON-PAYMENT OF DUE FEES

Effective date: 20211031